JP2013067336A - Fitting structure of motor unit for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To fit a motor unit for hybrid vehicles by fastening screws in the same direction without changing the specifications of connection parts of an engine and a transmission.SOLUTION: The motor unit 20 includes: a plurality of first through-holes 21c1 formed by penetrating a first connection part 21c; a plurality of second through-holes 21d1 formed by penetrating a second connection part 21a3; and a plurality of female threaded members 51 to be inserted into the plurality of second through-holes 21d1, respectively. The first through-hole 21c1 allows a shaft part of a first corresponding screw 41 to be penetrated therethrough. The inner diameter of the first through-hole 21c1 is made larger than the shaft part of the first corresponding screw 41 and smaller than a head part of the first corresponding screw 41. The inner diameter of the second through-hole 21d1 is made larger than the head part of the first corresponding screw 41. The female threaded member 51 includes: a cylindrical part 51a on the inner peripheral surface of which a female screw is formed, that is engaged with a male screw of a second screw 42; and a locking part 51b which is formed integrally with the cylindrical part 51a and locked with the second connection part 21a3.

Description

  The present invention relates to a mounting structure for a hybrid motor unit.

  As one type of mounting structure for a hybrid motor unit, the one shown in Patent Document 1 is known. As shown in FIG. 1 of Patent Document 1, in the mounting structure of the hybrid motor unit, the motor housing 6 of the motor is attached to the engine block via the motor cover 8. The motor housing 6 of the motor is attached to the torque converter housing 2 with screws.

JP 2006-137406 A

  In the mounting structure of the hybrid motor unit described in Patent Document 1, when the hybrid motor unit is incorporated between the engine and the transmission, the pitch of a plurality of screws for fastening the engine and the transmission is not changed, that is, There is a demand for mounting a hybrid motor unit while maintaining the existing specifications of the fastening parts of the engine and the transmission.

  The fact that the fastening parts of the engine and the transmission remain in the existing specifications means that a plurality of screws (engine-side screws) for fastening the motor unit housing to the engine and the motor unit housing to the transmission are fastened. A plurality of screws (transmission-side screws) means that they are arranged coaxially. At this time, if the engine-side screw and the transmission-side screw are tightened by tightening work from the same direction, the engine-side screw and the transmission-side screw are on the same axis, and either one cannot be tightened. was there.

  If the engine-side screw and the transmission-side screw are rotated relative to each other by a predetermined angle so that they are not coaxial, it is possible to tighten both the engine-side screw and the transmission-side screw by tightening from the same direction. It becomes possible. However, in this case, the transmission is in a position rotated relative to the engine by the predetermined angle.

  The present invention has been made to solve the above-described problems, and has an object to attach a hybrid motor unit by tightening work from the same direction while the fastening parts of the engine and the transmission remain in the existing specifications. To do.

  In order to solve the above-mentioned problems, the invention of a hybrid motor unit mounting structure according to claim 1 is configured for a vehicle in which a hybrid motor unit including an electric motor is assembled between an engine and a transmission. The mounting structure is applied to a drive device, and a motor unit housing is mounted on an engine and a transmission housing is mounted on the motor unit housing. The mounting structure is formed on the motor unit housing on one of the engine and the transmission housing. The second fastening part formed on the housing of the motor unit opposite to the first fastening part is fastened to the other of the plurality of first screws that fasten the first fastening part and the housing of the engine or transmission. It is arranged coaxially with each first screw and is tightened from the same direction as the first screw. A plurality of second screws, a plurality of first through holes formed through the first fastening portion, a plurality of second through holes formed through the second fastening portion, and each second through hole A plurality of female screw members fitted into the first through holes, each first through hole allowing a shaft portion of the corresponding first screw to pass through, and an inner diameter of each first through hole having a corresponding first screw shaft. The inner diameter of each of the second through holes is larger than the corresponding head of the first screw, and the inner diameter of each second through hole is larger than the head of the first screw. Each female screw member has a cylindrical portion in which a female screw that engages with a male screw of the second screw is formed on the inner peripheral surface, and a locking portion that is formed integrally with the cylindrical portion and locks to the second fastening portion. And that.

  The invention of the mounting structure for a hybrid motor unit according to claim 2 is applied to a vehicle drive device configured by assembling a hybrid motor unit including an electric motor between an engine and a transmission. The motor unit housing is attached to the motor unit housing and the transmission housing is attached to the motor unit housing, and the first fastening portion formed in the motor unit housing is fastened to one of the engine or the transmission housing. A plurality of first screws and a second fastening portion formed on the housing of the motor unit facing the first fastening portion to the other of the housings of the engine or the transmission, and coaxial with each first screw. A plurality of second screws arranged and tightened from the same direction as the first screw; A plurality of first through holes formed penetrating through the connecting portion, a plurality of second through holes formed penetrating through the second fastening portion, and a plurality of female screw members fitted into the respective second through holes; Each of the first through holes allows penetration of the shaft portion of the corresponding first screw, and the inner diameter of each first through hole is larger than the shaft portion of the corresponding first screw, and The head of the first screw has a smaller diameter, and the inner diameter of each second through-hole is larger than the shaft portion of the tool that rotates the first screw, and the head of the corresponding first screw. Each female screw member has a cylindrical portion formed on the inner peripheral surface of the female screw with which the male screw of the second screw is engaged, and is integrally formed with the cylindrical portion and locked to the second fastening portion. And a locking portion.

  In addition, the invention according to claim 3 further includes a connection member that integrally and continuously connects the locking portions of the adjacent female screw members among the plurality of female screw members in claim 1 or claim 2. Yes.

  According to a fourth aspect of the present invention, in the first or second aspect, the outer diameter of the locking portion of the female screw member is smaller than that of the second through hole before the second screw is tightened. After the two screws are tightened, the outer diameter is configured to be larger than the second through hole.

  In the invention according to claim 1 configured as described above, the engine (or transmission) and the housing of the motor unit are first attached by tightening a plurality of first screws. At this time, a 1st screw | thread is attached to the axial part front-end | tip of a tool provided with the axial part. In this state, the first screw passes through the second through hole provided in the second fastening portion, passes through the first through hole provided in the first fastening portion, and is screwed into the engine (or transmission). The Thereby, the 1st fastening part of the housing of a motor unit is fastened by an engine fastening part (or transmission fastening part).

  Next, the cylindrical portion of the female screw member is fitted into the second through hole provided in the second fastening portion from the first fastening portion side. At this time, the locking portion of the female screw member is locked to the second fastening portion.

  The transmission (or engine) and the motor unit housing are attached by tightening a plurality of second screws. At this time, the second screw is attached to the tip of the shaft portion of a tool having a shaft portion (for example, the same tool as the first screw). In this state, the second screw passes through the transmission fastening portion (through hole of the transmission fastening portion) and is screwed into the cylindrical portion of the female screw member. As a result, the second fastening portion of the housing of the motor unit is fastened to the transmission fastening portion (or engine fastening portion).

  As described above, even if the first screw and the second screw are arranged coaxially, the first screw and the second screw can be tightened by the tightening operation from the same direction. Therefore, the hybrid motor unit can be attached by the tightening operation from the same direction while the fastening portions of the engine and the transmission remain in the existing specifications.

  In the invention according to claim 2 configured as described above, the engine (or transmission) and the housing of the motor unit are first attached by tightening a plurality of first screws. At this time, the first screw passes through the first through hole provided in the first fastening portion by the operator's manual work, and is temporarily screwed into the engine (or transmission). Thereafter, the tip of the shaft portion of the tool provided with the shaft portion is passed through the second through hole provided in the second fastening portion and attached to the first screw. The first screw is screwed into the engine (or transmission). Thereby, the 1st fastening part of the housing of a motor unit is fastened by an engine fastening part (or transmission fastening part).

  Then, similarly to the operation of the first aspect, the cylindrical portion of the female screw member is fitted into the second through hole provided in the second fastening portion. The transmission (or engine) and the motor unit housing are attached by tightening a plurality of second screws.

  As described above, even if the first screw and the second screw are arranged coaxially, the first screw and the second screw can be tightened by the tightening operation from the same direction. Therefore, the hybrid motor unit can be attached by the tightening operation from the same direction while the fastening portions of the engine and the transmission remain in the existing specifications.

  In the invention which concerns on Claim 3 comprised as mentioned above, the connection member which connects continuously the latching | locking part of the female screw member which adjoins continuously among several female screw members is further provided. Thereby, since the integrated object which consists of a some internal thread member and a connection member can be attached at once, workability | operativity can be improved by omitting the effort which inserts an internal thread member into a 2nd through-hole one by one. it can. In addition, when tightening one second screw, one female screw member corresponding to the second screw is inserted into the other second through hole with the other female screw member connected by the connecting member. One female screw member is prevented from rotating together by tightening. Therefore, the workability of the tightening work can be improved.

  In the invention according to claim 4 configured as described above, in claim 1 or claim 2, the locking portion of the female screw member has an outer diameter larger than that of the second through hole before the second screw is tightened. Also, the outer diameter of the second screw is larger than that of the second through hole after the second screw is tightened. As a result, the engaging portion of the female screw member is inserted into the second through hole from the same direction as the tightening operation of the first screw and the second screw (opposite side of the first fastening portion), and the cylindrical portion of the female screw member is inserted into the second through hole. It can be fitted into the through hole. Further, when the second screw is tightened, the locking portion of the female screw member is deformed to have a larger diameter than the second through hole, so that the second fastening portion of the motor unit housing is the transmission fastening portion (or engine fastening portion). To be concluded. Thereby, since a 1st screw, a 2nd screw, and a female screw member can work from the same direction, workability | operativity and assemblability can be improved.

1 is a schematic diagram showing an outline of an embodiment of a hybrid vehicle with a motor unit mounting structure according to the present invention as a hybrid vehicle. (A) is the expanded sectional view of the peripheral part containing the motor unit shown in FIG. 1, (b) is the figure which looked at (a) from the illustration right direction. It is an expanded sectional view of the motor unit shown in FIG. (A) is a front view of the mounting spacer shown in FIG. 2, (b) is a top view. It is a figure which shows the assembly process which attaches a motor unit to an engine. It is a figure which shows the assembly process which attaches an attachment spacer to a motor unit. It is a figure which shows the assembly process of attaching a transmission to a motor unit. It is a partial expanded sectional view which shows the attachment structure of the motor unit to which the modification of a female screw member is applied. (A) is a front view of the female screw member shown in FIG. 8, (b) is a sectional view.

  Hereinafter, an embodiment in which a mounting structure of a hybrid motor unit according to the present invention is applied to a hybrid vehicle will be described with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of the hybrid vehicle.

  As shown in FIG. 1, the hybrid vehicle M is a vehicle that drives drive wheels such as left and right rear wheels Wrl and Wrr by a hybrid system. The hybrid system is a power train that uses a combination of two types of power sources, the engine 11 and the electric motor 22 (electric motor). In the case of this embodiment, it is a parallel hybrid system which is a system in which wheels are directly driven by at least one of the engine 11 and the electric motor 22.

  The vehicle drive device for the hybrid vehicle M is configured for a vehicle in which a hybrid motor unit (hereinafter referred to as a motor unit) 20 including an electric motor 22 is assembled between the engine 11 and the transmission 12. It is a drive device. The hybrid motor unit mounting structure according to the present invention is a mounting structure in which the housing 21 of the motor unit 20 is mounted on the engine 11 and the housing 12 a of the transmission 12 is mounted on the housing 21 of the motor unit 20.

  The hybrid vehicle M includes an engine 11, a motor unit 20, a transmission 12, a propeller shaft 13, a differential device 14, driving wheels (left and right rear wheels) Wrl and Wrr, and driven wheels (steering wheels; left and right front wheels) Wfl and Wfr. Yes. The motor unit 20, the transmission 12, the propeller shaft 13, and the differential device 14 are connected in series along the drive path to the drive path between the engine 11 and the drive wheels Wrl and Wrr driven by the driving force of the engine 11. Is provided. The drive path is a path from the engine 11 to the drive wheels Wrl and Wrr and is a path through which power is transmitted.

  The engine 11 generates driving force by burning fuel. The driving force of the engine 11 is configured to be transmitted to the drive wheels Wrl and Wrr via the motor unit 20, the transmission 12, the propeller shaft 13, and the differential device 14. In this embodiment, the transmission 12 is an automatic transmission. The transmission 12 is a general automatic transmission, and includes a housing 12a, a torque converter 12b, a planetary gear unit (not shown), and a hydraulic control device (not shown). Note that the transmission 12 may be a manual transmission (manual transmission), a dual clutch transmission, or the like instead of an automatic transmission.

  As shown in FIGS. 1 to 3, the motor unit 20 includes a housing 21, an electric motor 22, a clutch 23, an electromagnetic switching valve 24, an electric pump 25, and a reservoir 26. In FIG. 1, the electromagnetic switching valve 24, the electric pump 25, and the reservoir 26 are described separately from the electric motor 22, but actually the electromagnetic switching valve 24 and the electric pump 25 are integrated with the electric motor 22 together with the clutch 23. The reservoir 26 is formed in the housing 21.

  As shown in FIGS. 2 and 3, the housing 21 includes a main body housing 21a formed in a substantially cylindrical shape, and a cover housing 21b that covers the front opening of the main body housing 21a. A partition wall 21a1 is formed in the main body housing 21a to partition the main body housing 21a in the axial direction. The axial direction is the front-rear direction. When the engine 11 is installed vertically, the axial direction is the vehicle front-rear direction. The left direction in the figure is the front direction, and the right direction is the rear direction.

  An annular front flange 21a2 is provided on the periphery of the front opening end of the main body housing 21a so as to protrude outward in the radial direction. The outer peripheral edge of the cover housing 21b is fixed to the front flange 21a2 with a plurality of screws (not shown). The overlapping portion where the cover housing 21 b and the front flange 21 a 2 are joined is a first fastening portion 21 c for fastening the motor unit 20 to the engine 11.

  The first fastening portion 21 c is attached to the engine fastening portion 11 b of the engine 11. The engine fastening portion 11b is a portion with which the first fastening portion 21c abuts, and a screw hole 11b1 is disposed within the range.

  A plurality of first through holes 21c1, which are through holes penetrating the fastening portion 21c in the axial direction, are formed in the first fastening portion 21c. The first through hole 21c1 is set so that its inner diameter is larger than the shaft portion of each corresponding first screw 41 and smaller than the head of each first screw 41. The first through holes 21c1 allow the shaft portions of the corresponding first screws 41 to pass therethrough.

  A hexagonal hole for a tool is formed on the top surface of the head of the first screw 41. Note that holes and grooves other than hexagonal holes may be formed.

  The male screw formed on the shaft portion of the first screw 41 engages with a screw hole 11b1 formed in the engine 11 and having a female screw formed on the inner peripheral surface thereof. When the first screw 41 is tightened, the first screw 41 fastens the first fastening portion 21 c to the engine 11. The head portion of the first screw 41 has a larger diameter than the shaft portion, and has a larger diameter than the inner diameter of the first through hole 21c1.

  An annular rear flange 21a3 is provided so as to protrude outward in the radial direction at the peripheral edge of the rear opening end of the main body housing 21a. The rear flange 21a3 is a second fastening portion formed in the housing 21 of the motor unit 20 so as to face the first fastening portion 21c. The rear flange 21a3 is formed with a plurality of second through holes 21d1 which are through holes penetrating the rear flange 21a3 in the axial direction. The second through hole 21d1 is set so that its inner diameter is larger than the head of each corresponding first screw 41.

  Female screw members 51 are respectively inserted into the second through holes 21d1 (or inserted with a slight gap). As shown in FIG. 4, the female screw member 51 is formed on the inner peripheral surface of the second through hole 21d1 (or inserted with a slight gap) and the male screw of the second screw 42 is engaged. A cylindrical portion 51a, and a locking portion 51b that is integrally formed with one end of the cylindrical portion 51a (in this embodiment, the end on the first fastening portion 21c side) and locked to the rear flange 21a3. ing. The locking part 51b is formed to have a larger diameter than the second through hole 21d1, and the large diameter part abuts on the outer peripheral edge of the second through hole 21d1 and locks to the rear flange 21a3.

  Among the plurality of female screw members 51, a plurality of continuously adjacent members are integrally and continuously connected to each other by their connecting members 52. That is, the connecting member 52 integrally and continuously connects the locking portions 51b of the adjacent female screw members 51. The connecting member 52 is formed in an arc shape, and its inner peripheral surface is in contact with the outer peripheral wall surface of the main body housing 21a. The adjacent female screw member 51 and the connecting member 52 that connects them constitute a mounting spacer 50 as an integral structure. In the present embodiment, the attachment spacer 50 includes two female screw members 51 and 51 and one connecting member 52 that connects them. However, the mounting spacer 50 may be configured by three or more female screw members 51 adjacent to each other and one connecting member 52 that connects them.

  The second screw 42 passes through a through hole 12a2 formed through a transmission fastening portion 12a1 formed in a ring shape and a flange shape in the peripheral edge portion of the front opening end of the housing 12a of the transmission 12, and the shaft portion The male screw is screwed into the female screw of the female screw member 51. When the second screw 42 is tightened, the second screw 42 fastens the transmission fastening portion 12a1 to the rear flange 21a3. Thereby, the motor unit 20 and the transmission 12 are attached and fixed.

  The second screw 42 is disposed at a position coaxially separated from the first screw 41 and is tightened from the same direction as the first screw 41. The head of the second screw 42 has a larger diameter than the shaft portion. The first screw 41 and the second screw 42 have the same shaft length and outer diameter, and the same head head outer diameter and shape, and the same groove and hole shape for turning with a tool. It is preferable that As with the first screw 41, a hexagonal hole for a tool is formed on the top surface of the head of the second screw 42. Further, holes and grooves other than hexagonal holes may be formed.

  Originally, even when there is no motor unit 20, the transmission 12 is directly attached to the engine 11. That is, the pitch of the screw holes 11b1 of the engine 11 and the pitch of the second through holes 21d1 of the transmission 12 are the same (the positions of the screw holes 11b1 of the engine 11 and the positions of the second through holes 21d1 of the transmission 12 are the same). The first screw 41 (or the second screw 42) can be screwed.

  The electric motor 22 and the clutch 23 are accommodated in a space formed between the main body housing 21a and the cover housing 21b.

  The electric motor 22 is a synchronous motor for driving wheels. As shown in FIG. 1, the electric motor 22 is provided in a drive path between the engine 11 and the drive wheels Wrl and Wrr driven by the driving force of the engine 11. The driving force of the electric motor 22 is configured to be transmitted to the drive wheels Wrl and Wrr via the transmission 12, the propeller shaft 13, and the differential device 14.

  The electric motor 22 assists the output of the engine 11 to increase the driving force when the vehicle is accelerated. On the other hand, when the vehicle is braked, the electric motor 22 generates electric power and generates a regenerative braking force on the driving wheels. The electric motor 22 generates electric power by the output of the engine 11 and can also be used as a starter function when starting the engine. Note that the electric motor 22 is not limited to a synchronous motor for driving wheels.

  As shown in FIGS. 2 and 3, the electric motor 22 includes a stator 22 a fixed to the main body housing 21 a, a rotor 22 b disposed coaxially on the radially inner side of the stator 22 a, and an output of the electric motor 22. And an output rotating body 23b which is a shaft.

  The stator 22a is formed in a cylindrical shape and is configured by laminating silicon steel plates (not shown) in the axial direction. A coil (not shown) for forming a magnetic field for rotating the rotor 22b is wound around the stator 22a. The coil is connected to the inverter 15 via a bus ring (not shown). The stator 22a is disposed in the main body housing 21a along the inner peripheral wall surface. In the specification and claims of the present application, “coaxially” indicates that the central axis or the rotational axis is coaxial.

  The rotor 22b is formed in a cylindrical shape, and is configured by laminating a plurality of steel plates in the axial direction. The rotor 22b is provided to face the stator 22a while maintaining a predetermined gap. The rotor 22b is provided with a plurality of field magnets (not shown) at predetermined intervals along the circumferential direction.

  The clutch 23 is provided in series on the drive path between the engine 11 and the electric motor 22 and can transmit power between the engine 11 and the electric motor 22 when engaged, while cutting off the power when released. It is a clutch to do. In the present embodiment, the clutch 23 is a normally closed type clutch that transmits power during normal times (non-control time). The clutch 23 may be a normally open type clutch that cuts off power during normal operation.

  The clutch 23 includes an input rotator 23a, an output rotator 23b, and a connecting / disconnecting portion 23c.

  The input rotator 23a is rotatably supported by the housing 21 and inputs a driving force generated by the engine 11 mounted on the hybrid vehicle M (vehicle). The input rotating body 23a includes an input shaft 23a1 and a connecting portion 23a2.

  The input shaft 23a1 is rotatably supported by a through hole 21b1 formed at the center of the cover housing 21b via a bearing (not shown). The front end portion of the input shaft 23a1 is connected to the flywheel 11a of the engine 11 via a damper (not shown). A connecting portion 23a2 formed in an annular and flange shape is provided at the rear end portion of the input shaft 23a1 so as to rotate integrally. The connecting portion 23a2 connects the input shaft 23a1 and the connecting / disconnecting portion 23c.

  The output rotator 23b is rotatably supported by the housing 21 coaxially with the input rotator 23a and outputs driving force to the drive wheels Wrr and Wrl of the hybrid vehicle M. The output rotator 23b includes an output shaft 23b1 and a connecting portion 23b2.

  The output shaft 23b1 is rotatably supported by a through hole 21a2 formed in the center of the partition wall 21a1 of the main body housing 21a via a bearing (not shown). A connecting portion 23b2 for connecting the output shaft 23b1 and the connecting / disconnecting portion 23c is provided at the front end portion of the output shaft 23b1 so as to integrally rotate.

  The plate 27 is fixed to the rear end of the output shaft 23b1 so as to rotate integrally. A pump impeller 12b1 of a torque converter 12b of the transmission 12 is attached to the plate 27 so as to rotate integrally. Therefore, when the clutch 23 is in the engaged state, the driving force of the engine 11 input to the input shaft 23a1 is transmitted to the output shaft 23b1 via the connecting / disconnecting portion 23c, and the driving wheels Wrr, Output to Wrl.

  The output rotating body 23b is provided with a rotor 22b of an electric motor 22 that can also be used as a generator. The inner peripheral surface of the rotor 22b is connected to the outer peripheral end of the connecting portion 23b2. When the rotor 22b is rotated, the output rotator 23b rotates integrally around the rotation axis, and thus constitutes an output shaft of the electric motor 22 that transmits the rotation of the rotor 22b to the outside (the transmission 12 in this embodiment). doing.

  The connecting / disconnecting portion 23c is constituted by a friction clutch, for example. Specifically, the connecting / disconnecting portion 23c can be alternately connected to and separated from a plurality of first clutch plates (not shown) engaged with the connecting portion 23a2 on the input rotator 23a side. A plurality of second clutch plates (not shown) arranged and engaged with the connecting portion 23b2 on the output rotating body 23b side are provided. The connecting / disconnecting portion 23c is normally configured such that a pressing member (for example, a piston, not shown) biased by a biasing member (for example, a spring, not shown) presses the first and second clutch plates in the engaging direction. It is configured to engage. Further, the connecting / disconnecting portion 23c is configured so that when the hydraulic pressure (hydraulic liquid) is supplied to the pressure chamber (not shown), the pressing member resists the biasing force of the biasing member in the release direction (the direction opposite to the engagement direction). The first and second clutch plates are moved and separated.

  As shown in FIG. 1, the electromagnetic switching valve 24 is provided between the clutch 23, the electric pump 25, and the reservoir 26. The electromagnetic switching valve 24 is a two-position electromagnetic valve having three ports. One port of the electromagnetic switching valve 24 is connected to the pressure chamber (not shown) of the clutch 23, the other port is connected to the discharge port of the electric pump 25, and the other port is connected to the reservoir 26. Yes.

  The electromagnetic switching valve 24 is in an inoperative state when not energized, and when in an inoperative state, the pressure chamber of the clutch 23 is switched to a state in which the pressure chamber of the clutch 23 communicates with the discharge port of the electric pump 25 and the reservoir 26 without passing through the orifice. . At this time, the electric pump 25 is stopped, and the oil (hydraulic pressure) in the pressure chamber of the clutch 23 is discharged (returned) to the reservoir 26.

  On the other hand, the electromagnetic switching valve 24 is in an activated state when energized. When in the activated state, the pressure chamber of the clutch 23 communicates with the discharge port of the electric pump 25 without passing through the orifice and through the reservoir 26 and the orifice. Switch to a communicating state. At this time, the electric pump 25 is driven, and oil (hydraulic pressure) is supplied to the pressure chamber of the clutch 23. Oil (hydraulic pressure) above a certain pressure is discharged (returned) to the reservoir 26 through the orifice.

  The electric pump 25 sucks the oil stored in the reservoir 26 and discharges (pressure feeds) it to the clutch 23 via the electromagnetic switching valve 24. The reservoir 26 stores the oil liquid in the housing 21 and is a bottom portion in the housing 21.

  In the hybrid vehicle M, as shown in FIG. 1, the engine 11 is electrically connected to the engine ECU 31, and the transmission 12 is electrically connected to the automatic transmission ECU 32. Further, the electric motor 22 is electrically connected to the motor ECU 33 via the inverter 15 connected to the battery 16. Further, the electromagnetic switching valve 24 and the electric pump 25 are electrically connected to the clutch ECU 34. The engine ECU 31, the automatic transmission ECU 32, the clutch ECU 34, and the motor ECU 33 are communicably connected to each other, and the ECUs 31 to 34 are also communicably connected to the hybrid ECU 35.

  The engine ECU 31 is an ECU (electronic control unit: electronic control unit; the same applies in this specification) that controls the engine 11, and inputs the rotational speed of the engine 11 from a rotational speed sensor (not shown) provided in the engine 11. doing. The rotational speed sensor detects the rotational speed of the crankshaft of the engine 11 (that is, the engine rotational speed).

  The automatic transmission ECU 32 is an ECU that controls the transmission 12. In addition, the motor ECU 33 is an ECU that controls the electric motor 22 through the inverter 15 so as to be driven as described above. The inverter 15 is electrically connected to a battery 16 serving as a DC power source. The inverter 15 converts the AC voltage input from the electric motor 22 into a DC voltage and supplies the DC voltage to the battery 16, or conversely, the DC voltage from the battery 16 is supplied. For example, it is converted into an AC voltage and output to the electric motor 22. Further, the clutch ECU 34 is an ECU that controls the clutch 23, and transmits a control command to the electromagnetic switching valve 24 and the electric pump 25 constituting the clutch 23 to selectively engage / release the clutch 23. .

  The hybrid ECU 35 is an ECU that controls the ECUs 31 to 34 in an integrated manner. For example, the hybrid ECU 35 starts the engine 11 with the electric motor 22 when starting the vehicle, assists the driving force of the engine 11 with the driving force of the electric motor 22 during vehicle acceleration, and does not assist the electric motor 22 during high-speed cruising. Thus, the engine 11, the electric motor 22, the clutch 23, and the like can be controlled so as to be driven only by the driving force of the engine 11. Further, the vehicle can be controlled to run only with the driving force of the electric motor 22. Further, the hybrid ECU 35 performs control (regenerative control) so that the electric motor 22 generates electric power and generates a regenerative braking force on the driving wheels during deceleration (during braking).

  Next, an assembling method for assembling the motor unit 20 described above between the engine 11 and the transmission 12 will be described with reference to FIGS.

  First, as shown in FIG. 5, the motor unit 20 is attached to the engine 11. The motor unit 20 is aligned with a predetermined position of the engine 11, that is, the first fastening portion 21 c is aligned with the engine fastening portion 11 b and fastened with the first screw 41. During this fastening, the first screw 41 is attached to the tip of the shaft portion of the tool T having the shaft portion. In this state, the first screw 41 is passed through the second through hole 21d1 provided in the rear flange 21a3, which is the second fastening portion (shown by a broken line in FIG. 5), and provided in the first fastening portion 21c. It passes through the first through hole 21c1 and is screwed into the screw hole 11b1 of the engine 11 (shown by a solid line in FIG. 5). Thereby, the 1st fastening part 21c of the housing 21 of the motor unit 20 contact | abuts to the engine fastening part 11b, and is fastened.

  Note that the tool T includes a tip portion formed with a shape (in this embodiment, a hexagonal cross section) suitable for a hexagonal hole formed in the top surfaces of the heads of the first screw 41 and the second screw 42, and a straight line. A tool having at least a shaft portion formed in a shape and having the tip portion formed at the tip, and at least a tool. The tool may be a manual tool (for example, a driver or a wrench), an electric tool, or an air tool (a tool driven by compressed air).

  Next, as shown in FIG. 6, the attachment spacer 50 is attached to the motor unit 20. Specifically, the attachment spacer 50 is attached to the rear flange 21a3 from the first fastening portion 21c side. At this time, the cylindrical portion 51a of the female screw member 51 is fitted into the second through hole 21d1 provided in the rear flange 21a3 from the first fastening portion 21c side. Further, the engaging portion 51b of the female screw member 51 is inserted until it abuts and engages with the rear flange 21a3.

  Then, the transmission 12 is attached to the motor unit 20 as shown in FIG. The transmission 12 is aligned with a predetermined position of the motor unit 20, that is, the transmission fastening portion 12 a 1 is aligned with the rear flange 21 a 3 and fastened with the second screw 42. During this fastening, the second screw 42 is attached to the tip of the shaft portion of the same tool T as the first screw 41 (indicated by a broken line in FIG. 7). In addition, although a tool different from the 1st screw | thread 41 may be used, the tool provided with the axial part is preferable in that case. In this state, the second screw 42 passes through the through hole 12a2 of the transmission fastening portion 12a1 and is screwed into the cylindrical portion 51a of the female screw member 51 (shown by a solid line in FIG. 7). Accordingly, the rear flange 21a3 that is the second fastening portion of the housing 21 of the motor unit 20 is fastened to the transmission fastening portion 12a1.

  As is apparent from the above description, according to the above-described embodiment, the engine 11 and the housing 21 of the motor unit 20 are first attached by tightening the plurality of first screws 41. At this time, the first screw 41 is attached to the tip of the shaft portion of the tool T having the shaft portion. In this state, the first screw 41 is passed through the second through hole 21d1 provided in the rear flange 21a3, which is the second fastening portion, and is passed through the first through hole 21c1 provided in the first fastening portion 21c. 11 is screwed. Thereby, the 1st fastening part 21c of the housing 21 of the motor unit 20 is fastened by the engine fastening part 11b.

  Next, the cylindrical portion 51a of the female screw member 51 is fitted into the second through hole 21d1 provided in the rear flange 21a3 from the first fastening portion 21c side. At this time, the locking portion 51b of the female screw member 51 is locked to the rear flange 21a3.

  The transmission 12 and the housing 21 of the motor unit 20 are attached by fastening a plurality of second screws 42. At this time, the second screw 42 is attached to the tip of the shaft portion of a tool T (for example, the same tool as the first screw) provided with the shaft portion. In this state, the second screw 42 passes through the transmission fastening portion 12a1 (the through hole 12a2 of the transmission fastening portion 12a1) and is screwed into the cylindrical portion 51a of the female screw member 51. As a result, the rear flange 21a3 of the housing 21 of the motor unit 20 is fastened to the transmission fastening portion 12a1.

  Thus, even if the first screw 41 and the second screw 42 are arranged coaxially, the first screw 41 and the second screw 42 can be tightened by tightening work from the same direction. It has become. Therefore, the fastening portions 11b and 12a1 of the engine 11 and the transmission 12 can be used to tighten the motor unit 20 by tightening from the same direction while maintaining the existing specifications without changing the pitch of the mounting screws or changing the position of the mounting screws. Can be attached.

  Moreover, the connecting member 52 which connects continuously the latching | locking part 51b of the female screw member 51 which adjoins continuously among the some female screw members 51 is provided further. Thereby, since the integrated object (attachment spacer 50) which consists of the some internal thread member 51 and the connection member 52 can be attached at once, the effort which inserts the internal thread member 51 in the 2nd through-hole 21d1 one by one is abbreviate | omitted. Therefore, workability can be improved. When one second screw 42 is tightened, one female screw member 51 corresponding to the second screw 42 is connected to the other second through hole 21d1 by the other female screw member 42 connected by the connecting member 52. Since it is inserted, the one female screw member 51 is prevented from rotating together by tightening. Therefore, the workability of the tightening work can be improved.

  In the above-described embodiment, the inner diameter of the second through-hole 21d1 is larger than the shaft portion of the tool T that rotates the first screw 41 and smaller than the corresponding head portion of the first screw 41. You may make it become.

  A mounting method in this case will be described. First, the engine 11 and the housing 21 of the motor unit 20 are attached by fastening a plurality of first screws 41. At this time, the first screw 41 passes through the first through hole 21c1 provided in the first fastening portion 21c by the operator's manual work, and is temporarily screwed into the engine 11. Thereafter, the tip of the shaft portion of the tool T having the shaft portion passes through the second through hole 21d1 provided in the rear flange 21a3 which is the second fastening portion, and is attached to the first screw 41. The first screw 41 is screwed into the engine 11. Thereby, the 1st fastening part 21c of the housing 21 of the motor unit 20 is fastened by the engine fastening part 11b.

  And the cylindrical part 51a of the internal thread member 51 is inserted in the 2nd through-hole 21d1 provided in the rear flange 21a3 similarly to the effect | action of embodiment mentioned above. The transmission 11 and the housing 21 of the motor unit 20 are attached by tightening a plurality of second screws 42.

  Thus, even if the first screw 41 and the second screw 42 are arranged coaxially, the first screw 41 and the second screw 42 can be tightened by tightening work from the same direction. It has become. Therefore, each fastening part of the engine 11 and the transmission 12 can be attached to the hybrid motor unit by a tightening operation from the same direction while maintaining the existing specifications.

  In each of the above-described embodiments, the first screw 41 and the second screw 42 may be attached from opposite directions. In this case, the first fastening portion 21c and the second fastening portion 21a3 described above are replaced, that is, the overlapping portion of the front flange 21a2 and the cover housing 21b of the housing 21 is used as the second fastening portion, and the rear flange 21a3 of the housing 21 is used as the second fastening portion. What is necessary is just 1 fastening part. The overlapping portion described above is disposed in contact with the engine fastening portion, and the rear flange 21a3 is disposed in contact with the transmission fastening portion 12a1. The engine fastening portion is preferably formed in a flange shape.

  Moreover, what is necessary is just to form a 2nd through-hole in the overlapping part mentioned above, and to form a 1st through-hole in the rear flange 21a3. The first screw 41 passes through the first through hole of the rear flange 21a3 and is screwed into a screw hole formed in the transmission fastening portion 12a1. The second screw 42 is screwed into the female screw member 51 fitted in the second through hole of the overlapping portion described above.

  The assembly in this case will be described. First, the transmission 12 and the housing 21 of the motor unit 20 are attached by fastening a plurality of first screws 41. At this time, the first screw 41 is attached to the tip of the shaft portion of the tool T having the shaft portion. In this state, the first screw 41 passes through the second through hole provided in the second fastening portion, passes through the first through hole provided in the first fastening portion, and is screwed into the transmission. As a result, the first fastening portion of the housing 21 of the motor unit 20 is fastened to the transmission fastening portion.

  Next, the cylindrical part 51a of the female screw member 51 is fitted into the second through hole provided in the second fastening part from the first fastening part side. At this time, the locking portion 51b of the female screw member 51 is locked to the second fastening portion.

  The engine 11 and the housing 21 of the motor unit 20 are attached by tightening a plurality of second screws 42. At this time, the second screw 42 is attached to the tip of the shaft portion of the tool T having the shaft portion. In this state, the second screw 42 passes through the engine fastening portion (through hole of the engine fastening portion) and is screwed into the cylindrical portion 51 a of the female screw member 51. As a result, the second fastening portion of the housing 21 of the motor unit 20 is fastened to the engine fastening portion.

  As described above, even when the first screw and the second screw are arranged coaxially, the first screw and the second screw are tightened from the same direction (the direction opposite to the above-described embodiment). It can be tightened. Therefore, the hybrid motor unit can be attached by the tightening operation from the same direction while the fastening portions of the engine and the transmission remain in the existing specifications.

  Further, the engaging portion of the female screw member described above has an outer diameter smaller than that of the second through hole 21d1 before the second screw 42 is tightened, and after the second screw 42 is tightened, the outer diameter of the engaging portion of the female screw member is increased. You may make it comprise so that a diameter may deform | transform into a larger diameter than the 2nd through-hole 21d1. In this case, an attachment example using the female screw member 151 is shown in FIG.

  As shown in FIG. 9, the female screw member 151 includes a shaft portion 151a configured in the same manner as the shaft portion 51a described above, and a locking portion 151b. The locking portion 151b has an outer diameter smaller than that of the second through hole 21d1 before the second screw 42 is tightened, and after the second screw 42 is tightened, the outer diameter thereof is the second through hole. It is configured to be deformed to have a larger diameter than 21d1. Specifically, the locking portion 151b includes a plurality of divided portions (four in this embodiment) 151b1. The base end of the divided portion 151b1 is integrally connected to one end surface of the cylindrical portion 151a. The outer peripheral wall surface of the locking portion 151b is formed flush with the outer peripheral wall surface of the cylindrical portion 151a. The inner peripheral wall surface of the locking portion 151b has the same diameter as the inner peripheral wall surface of the cylindrical portion 151a at the proximal end (they are flush). The inner peripheral wall surface of the locking part 151b is formed so as to incline inward as it goes from the proximal end to the distal end. That is, the female thread member 151 is formed such that the inner space becomes tapered toward the distal end in the locking portion 151b (in the female thread member 151 on the distal end side from the cylindrical portion 151a).

  The assembly in this case will be described. Similar to the above-described embodiment, first, the engine 11 and the housing 21 of the motor unit 20 are attached by tightening the plurality of first screws 41.

  Next, the female screw member 151 is attached to the housing 21 of the motor unit 20. At this time, the locking portion 151b of the female screw member 151 is inserted into the second through hole 21d1 from the same direction as the tightening operation of the first screw 41 and the second screw 42 (opposite side of the first fastening portion). The cylindrical portion 151a can be fitted into the second through hole 21d1. At this time, the locking portion 151b is preferably projected from the rear flange 21a3 by the amount of the locking portion 151b.

  The transmission 12 and the housing 21 of the motor unit 20 are attached by fastening a plurality of second screws 42. At this time, the second screw 42 is attached to the tip of the shaft portion of the tool T having the shaft portion. In this state, the second screw 42 passes through the transmission fastening portion 12a1 (the through hole 12a2 of the transmission fastening portion 12a1) and is screwed into the cylindrical portion 151a of the female screw member 151. When the second screw 42 is tightened, the locking portion 151b of the female screw member 151 is deformed to have a larger diameter than the second through hole 21d1, and therefore the rear flange 21a3 that is the second fastening portion of the housing 21 of the motor unit 20 is changed. Fastened to the machine fastening portion 12a1 (see FIG. 8). Thereby, since the 1st screw 41, the 2nd screw 42, and female thread member 151 can work from the same direction, workability and assemblability can be improved.

  In this case as well, the first screw 41 and the second screw 42 may be attached from the opposite direction.

  DESCRIPTION OF SYMBOLS 11 ... Engine, 11b ... Engine fastening part, 11b1 ... Screw hole, 12 ... Transmission, 12a ... Housing, 12a1 ... Transmission fastening part, 12a2 ... Through-hole, 12b ... Torque converter, 13 ... Propeller shaft, 14 ... Differential device , 20 ... motor unit, 21 ... housing, 21a ... body housing, 21a2 ... front flange, 21a3 ... rear flange (second fastening part), 21b ... cover housing, 21c ... first fastening part, 21c1 ... first through hole, 21d1 ... second through hole, 22 ... electric motor, 22a ... stator, 22b ... rotor, 23 ... clutch, 23a ... input rotor, 23b ... output rotor, 23c ... connection / disconnection part, 24 ... electromagnetic switching valve, 25 ... Electric pump, 26 ... reservoir, 31 ... engine ECU, 32 ... automatic transmission ECU, 33 ... motor ECU 34 ... Clutch ECU, 35 ... Hybrid ECU, 41 ... First screw, 42 ... Second screw, 50 ... Mounting spacer, 51 ... Female screw member, 51a ... Tube portion, 51b ... Locking portion, 52 ... Connecting member, 151 ... Female screw member, 151a ... shaft portion, 151b ... locking portion, 151b1 ... divided portion, M ... hybrid vehicle, T ... tool, Wrl, Wrr ... drive wheels (left and right rear wheels), Wfl, Wfr ... driven wheels (left and right front wheels) .

Claims (4)

It is applied to a vehicle drive device configured by assembling a hybrid motor unit including an electric motor between an engine and a transmission,
An attachment structure for attaching the housing of the motor unit to the engine and attaching the housing of the transmission to the housing of the motor unit,
A plurality of first screws for fastening a first fastening portion formed on the housing of the motor unit to one of the housing of the engine or the transmission;
A second fastening portion formed in the housing of the motor unit is fastened to the other of the housings of the engine or the transmission so as to face the first fastening portion, and is disposed coaxially with the first screws. A plurality of second screws that are tightened from the same direction as the first screws;
A plurality of first through holes formed through the first fastening portion;
A plurality of second through holes formed through the second fastening portion;
A plurality of female screw members fitted into the respective second through holes;
With
Each of the first through holes allows the shaft portion of the corresponding first screw to pass therethrough, and the inner diameter of each of the first through holes is larger than the corresponding shaft portion of the first screw, and A smaller diameter than the head of the first screw;
An inner diameter of each of the second through holes is larger than a corresponding head of the first screw;
Each of the female screw members includes a cylindrical portion in which a female screw that engages with the male screw of the second screw is formed on an inner peripheral surface, and a locking portion that is integrally formed with the cylindrical portion and is locked to the second fastening portion. And a mounting structure for a hybrid motor unit. It is applied to a vehicle drive device configured by assembling a hybrid motor unit including an electric motor between an engine and a transmission,
An attachment structure for attaching the housing of the motor unit to the engine and attaching the housing of the transmission to the housing of the motor unit,
A plurality of first screws for fastening a first fastening portion formed on the housing of the motor unit to one of the housing of the engine or the transmission;
A second fastening portion formed in the housing of the motor unit is fastened to the other of the housings of the engine or the transmission so as to face the first fastening portion, and is disposed coaxially with the first screws. A plurality of second screws that are tightened from the same direction as the first screws;
A plurality of first through holes formed through the first fastening portion;
A plurality of second through holes formed through the second fastening portion;
A plurality of female screw members fitted into the respective second through holes;
With
Each of the first through holes allows the shaft portion of the corresponding first screw to pass therethrough, and the inner diameter of each of the first through holes is larger than the corresponding shaft portion of the first screw, and A smaller diameter than the head of the first screw;
An inner diameter of each of the second through holes is larger than a shaft portion of a tool for rotating the first screw, and smaller than a corresponding head of the first screw;
Each of the female screw members includes a cylindrical portion in which a female screw that engages with the male screw of the second screw is formed on an inner peripheral surface, and a locking portion that is integrally formed with the cylindrical portion and is locked to the second fastening portion. And a mounting structure for a hybrid motor unit.   3. The mounting structure for a hybrid motor unit according to claim 1, further comprising a connecting member that integrally and continuously connects the engaging portions of the female screw members adjacent to each other among the female screw members.   3. The locking portion of the female screw member according to claim 1, wherein an outer diameter of the locking portion of the female screw member is smaller than that of the second through hole before the second screw is tightened, and the second screw is tightened. A structure for mounting a hybrid motor unit, the outer diameter of which is configured to be deformed to be larger than that of the second through hole.

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